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Design of Flexible Pavement (JKR Method)

This document discusses the design of flexible pavements using the JKR (Jabatan Kerja Raya) method. It defines the layers of a flexible pavement including the subgrade, subbase, base, binder, and wearing courses. It specifies a 10-year design period and outlines the process for estimating initial annual traffic, total traffic over the design period, equivalent standard axles, hourly and daily traffic capacities. The thickness of each layer is determined using a formula that factors in the structural coefficient and thickness of each layer.

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435 views10 pages

Design of Flexible Pavement (JKR Method)

This document discusses the design of flexible pavements using the JKR (Jabatan Kerja Raya) method. It defines the layers of a flexible pavement including the subgrade, subbase, base, binder, and wearing courses. It specifies a 10-year design period and outlines the process for estimating initial annual traffic, total traffic over the design period, equivalent standard axles, hourly and daily traffic capacities. The thickness of each layer is determined using a formula that factors in the structural coefficient and thickness of each layer.

Uploaded by

B.A H
Copyright
© Public Domain
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PPTX, PDF, TXT or read online on Scribd
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Design of flexible

pavement (JKR method)


Prepared by : Syakirah Afiza Mohammed
Cross section of flexible pavement (JKR
standard)
Definition
Subgrade
and Function of Each Layer
 The uppermost part of the soil, natural or imported, supporting the load
transmitted from the overlying layers.

Subbase Course
 The layer(s) of the specified material built up to the required designed
thickness immediately overlaying the subgrade. It serves as an aid to disperse
the load from the base course before transmitting it to the subgrade. (This layer
may be absent in some designs.

Base Course
 The layer(s) of specified material built up to the required designed thickness
normally overlying the subbase course. This layer plays a prominent role in the
support and dispersion of the traffic loads.
Definition…cont’d
Surface Course
All the bound layer(s) within the pavement i.e. wearing course,
intermediate course and binder course are. embodied under this general
terminology. This layer(s) forms an impermeable and flexible lining of
high elastic modulus.

Binder Course
The bound layer(s) overlying the base course. Apart from supporting
and dispersingthe traffic load, it also resists shear.

Wearing Course
The topmost layer of the surface course. It is in direct contact with the
traffic and consequently, it must resist abrasion and prevent skidding .
Design Period
A design period of ten years shall be used.

The design period refers to the span of time between the initial passing of user
traffic until the fatigue limit of the pavement whereby a strengthening overlay is
required.

Currently, a design period of twenty years is stipulated in the Road Note 29.

A design period of only ten years is to be specified, however, as an initial study has
indicated that it would be economical in terms of initial. capital outlay and also
with respect to the total cost.

The calculation for the traffic estimation for the ten year design period shall be
based from the expected year of completion of construction, onwards.
Traffic Estimation
The initial annual commercial traffic for one direction,
Vo is obtained by :

Vo = ADT x 0.5 x 365 Pc/100


where
ADT = Average Daily Traffic
PC= Percentage of commercial vehicles
Traffic Estimation….cont’d
 The total number of commercial vehicles for one direction (Vc ) is
obtained by

Vc = Vo[(1+r)^x-1]
r

 Where

Vc = total number of commercial vehicles for x years


Vo = initial yearly commercial traffic
r = rate of annual traffic growth
Traffic Estimation….cont’d
The total equivalent Standard Axles (ESA) applications is given by :

ESA = Vc x e

The maximum hourly traffic volume, as per 3.3.6 is calculated as follows:


c=IxRxT
Where

c is the maximum one way hourly capacity


I is the ideal hourly capacity as in Table 3.2 R is the roadway factor as in
Table 3.3
T is the traffic reduction factor (Table 3.4)
Traffic Estimation….cont’d
Assuming that maximum hourly capacity, c as per
3.3.12 reflects 10% of the 24 hrs. capacity, then the one
way daily capacity is as follows:
C = 10 x c
where
C is the 24 hrs. one way traffic capacity
c is the maximum one way hourly capacity
Design
The thickness of the various layers shall be obtained
using
TA = a1 D1 + a2 D2 +...+ anDn
where
al,a2 ... an are the structural coefficients of each layer
as shown in Table 3.5
D1 D2 ... Dn are the thickness of each layer as shown
in Table 3.6

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